CN1761807B - Throttle system used in internal combustion engine and method for controlling the throttle in internal combustion engine - Google Patents
Throttle system used in internal combustion engine and method for controlling the throttle in internal combustion engine Download PDFInfo
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- CN1761807B CN1761807B CN200480007503.6A CN200480007503A CN1761807B CN 1761807 B CN1761807 B CN 1761807B CN 200480007503 A CN200480007503 A CN 200480007503A CN 1761807 B CN1761807 B CN 1761807B
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- 238000002485 combustion reaction Methods 0.000 title claims description 82
- 238000000034 method Methods 0.000 title claims description 28
- GOLXNESZZPUPJE-UHFFFAOYSA-N spiromesifen Chemical compound CC1=CC(C)=CC(C)=C1C(C(O1)=O)=C(OC(=O)CC(C)(C)C)C11CCCC1 GOLXNESZZPUPJE-UHFFFAOYSA-N 0.000 claims description 15
- 238000001514 detection method Methods 0.000 claims description 13
- 230000006866 deterioration Effects 0.000 description 9
- 230000000694 effects Effects 0.000 description 7
- 230000037361 pathway Effects 0.000 description 7
- 230000008859 change Effects 0.000 description 5
- 230000008569 process Effects 0.000 description 5
- 230000008901 benefit Effects 0.000 description 3
- 238000004891 communication Methods 0.000 description 3
- 239000011347 resin Substances 0.000 description 3
- 229920005989 resin Polymers 0.000 description 3
- 230000004044 response Effects 0.000 description 2
- 238000013019 agitation Methods 0.000 description 1
- 238000010304 firing Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000001052 transient effect Effects 0.000 description 1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1002—Output torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/10—Introducing corrections for particular operating conditions for acceleration
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
Limitation of the opening rate of the throttle valve is prohibited unless the following conditions have been all satisfied: (i) the engine speed detected at starting opening the throttle valve is below a prescribed speed; (ii) the throttle angle detected at starting opening the throttle valve is below a prescribed throttle angle; (iii) the target throttle-open angle is above a prescribed throttle-open angle; and (ix) the target opening rate of the throttle valve is above a prescribed opening rate.
Description
Technical field
Present invention relates in general to the closure control in the internal-combustion engine.More particularly, the present invention relates to lower the variation that is accompanied by closure open amount (aperture) and throttle system and the method for the pneumatic noise that occurs.
Background technique
As general known, be supplied to the closure place of air quantity in being located at the inlet air pathway of this internal-combustion engine of internal-combustion engine to adjust.When closure was opened rapidly, its agitation air stream made this air form eddy current.This swirl airflow causes special noise (will be called " throttle inflow noise ") sometimes.Simultaneously, intake manifold constitutes a part of inlet air pathway, the known resin system intake manifold that adopts more and more now.Yet this resin system intake manifold makes above-mentioned throttle inflow noise be easy to propagate or emit to the outside inevitably.
For overcoming this problem, for example, known method is to provide net or plate adjusting the air stream in closure downstream in inlet air pathway, thus reduce throttle inflow noise.Yet owing to the resistance of air increase in the inlet air pathway, weight increase, manufacture cost raising etc., the method has the shortcoming that the internal-combustion engine output power reduces.Simultaneously, when for already mentioned former thereby when adopting resin system intake manifold, the method can not be enough reduce throttle inflow noise effectively.
Consider the problems referred to above, another kind of method has been proposed, it is limited in below the specific limited speed by the speed (will be called " throttle ramp rate ") that under specified criteria closure is unlocked, this closure is opened more lentamente come reduce throttle inflow noise (referring to the flat No.2001-98958 of Japanese Patent Application Laid-Open, No.2001-234758).For example, the flat No.2001-98958 of Japanese Patent Application Laid-Open propose when throttle opening can be with than low rate unlatching closure during less than a particular value.
Although as mentioned above really can reduce throttle inflow noise by open closure with the speed that reduces, reduce throttle is opened speed can make the controllability of internal-combustion engine output power worsen.
Summary of the invention
Consider above-mentioned condition, made the present invention and can lower owing to the unlatching throttle inflow noise that closure was caused to provide a kind of, make the deterioration of the controllability of internal-combustion engine output power reduce to minimum throttle system that is used for internal-combustion engine and throttle control method simultaneously.
For achieving the above object, a first aspect of the present invention relates to a kind of throttle system that is used for internal-combustion engine, it comprises closure, by operator operation with the accelerating unit of the internal-combustion engine output power of adjusting this internal-combustion engine and be used to control closure so that its air throttle control device of opening according to the operated mode of accelerating unit.This air throttle control device is suitable for carrying out the throttle ramp rate that closure is unlocked and is restricted to a throttle ramp rate restriction that limits below the unlatching speed under specified criteria.This throttle system also comprises the internal-combustion engine rotational speed detection device that is provided with the internal-combustion engine rotational speed that is used to detect internal-combustion engine, if and the internal-combustion engine rotational speed that is detected by this internal-combustion engine rotational speed detection device when beginning to open closure is higher than a regulation internal-combustion engine rotational speed, then air throttle control device is forbidden the throttle ramp rate restriction.
Unless the inventor's the closure that studies show that is opened rapidly when internal-combustion engine rotational speed is lower than specific rotation speeds, otherwise throttle inflow noise can not occur.Therefore, the throttle system of first aspect has aforementioned structure, to avoid unnecessarily limiting throttle ramp rate in the time can not or may throttle inflow noise occurring hardly.Thus, but reduce throttle inflow noise makes the deterioration of the controllability of internal-combustion engine output power reduce to minimum simultaneously.
In another form of the present invention, preferably be provided with the engine torque detection device of the engine torque that is used to detect internal-combustion engine, if and this air throttle control device also is suitable for when beginning to open closure being higher than a regulation engine torque by the engine torque that this engine torque detection device detects, then forbid the throttle ramp rate restriction.
Unless the inventor's the closure that studies show that is opened rapidly when engine torque is lower than specific degrees, otherwise throttle inflow noise can not occur.Therefore, the aforementioned structure of throttle system has strengthened the reliability of avoiding unnecessarily limiting throttle ramp rate in the time can not or may throttle inflow noise occurring hardly, and this has further strengthened reduce throttle inflow noise, has made the deterioration of the controllability of internal-combustion engine output power reduce to minimum effect simultaneously.
In another form of the present invention, preferably be provided with the closure open amount detection device of the open amount that is used to detect closure, and if this air throttle control device closure open amount of also being suitable for when beginning to open closure, detecting by this closure open amount detection device be higher than a regulation open amount then forbid the throttle ramp rate restriction.
As previously mentioned,, otherwise throttle inflow noise can not occur when engine torque is lower than specific degrees, and, can determine engine torque based on the open amount of closure as general known unless closure is opened rapidly.Therefore, the aforementioned structure of throttle system has strengthened the reliability of avoiding unnecessarily limiting throttle ramp rate in the time can not or may throttle inflow noise occurring hardly, and this has further strengthened reduce throttle inflow noise, has made the deterioration of the controllability of internal-combustion engine output power reduce to minimum effect simultaneously.
In another form of the present invention, this air throttle control device also preferably be suitable for (I) if based on the operated mode of accelerating unit judge whether closure is required to open rapidly and (II) this closure be not required rapid unlatching then forbid the throttle ramp rate restriction.
Unless closure is opened with the speed that is higher than specific degrees, otherwise throttle inflow noise can not occur.Therefore, the aforementioned structure of throttle system has strengthened the reliability of avoiding unnecessarily limiting throttle ramp rate in the time can not or may throttle inflow noise occurring hardly, and this has further strengthened reduce throttle inflow noise, has made the deterioration of the controllability of internal-combustion engine output power reduce to minimum effect simultaneously.
In another form of the present invention, this air throttle control device also preferably be suitable for (I) if if based on the operated mode of accelerating unit judge closure be required the target throttle open amount opened and closure be required the target throttle of opening open speed and (II) this target throttle open amount be lower than a regulation closure open amount or this target throttle and open speed and be lower than a regulation and open speed, then forbid the throttle ramp rate restriction.
If throttle body is not required rapid unlatching, then unnecessary execution throttle ramp rate restriction.Therefore, the aforementioned structure of throttle system has strengthened the reliability of avoiding unnecessarily limiting throttle ramp rate in the time can not or may throttle inflow noise occurring hardly, and this further strengthens the deterioration that reduce throttle inflow noise makes the controllability of internal-combustion engine output power simultaneously and reduces to minimum effect.
In another form of the present invention, this air throttle control device also preferably be suitable for (I) if judge whether the closure open amount changes in its prespecified range and (II) this open amount in this prespecified range, do not change then forbid the throttle ramp rate restriction.
Unless the inventor's research also shows the closure open amount and changes in particular range, otherwise throttle inflow noise can not occur.Therefore, the aforementioned structure of throttle system has strengthened the reliability of avoiding unnecessarily limiting throttle ramp rate in the time can not or may throttle inflow noise occurring hardly, and this has further strengthened reduce throttle inflow noise, has made the deterioration of the controllability of internal-combustion engine output power reduce to minimum effect simultaneously.
A second aspect of the present invention relates to the throttle system that is used for internal-combustion engine, it comprises closure, by operator operation with the accelerating unit of the internal-combustion engine output power of adjusting this internal-combustion engine and be used to control closure so that its air throttle control device of opening according to the operated mode of accelerating unit.This air throttle control device is suitable for carrying out the throttle ramp rate that closure is unlocked and is restricted to a throttle ramp rate restriction that limits below the unlatching speed under specified criteria.In addition, in this throttle system, air throttle control device is suitable for (I) and judges whether the closure open amount changes in its prespecified range, and described prespecified range is the scope of described closure when just opening; And if (II) this open amount does not change in this prespecified range then forbids the throttle ramp rate restriction.
A third aspect of the present invention relates to the method for the closure that is used for controlling combustion engine.The method comprises that (i) carries out the throttle ramp rate that closure is unlocked and be restricted to a restriction and open throttle ramp rate restriction below the speed under specified criteria, and if the internal-combustion engine rotational speed of this internal-combustion engine that (ii) when beginning to open this closure, detects be higher than a regulation internal-combustion engine rotational speed then forbid this throttle ramp rate restriction.
A fourth aspect of the present invention relates to the method for the closure that is used for controlling combustion engine.The method comprises that (i) carries out the throttle ramp rate that closure is unlocked and be restricted to a throttle ramp rate restriction that limits below the unlatching speed under specified criteria, if and (ii) the open amount of this closure does not change in its prespecified range then forbids this throttle ramp rate restriction, described prespecified range is the scope of described closure when just opening.
Description of drawings
With reference to the accompanying drawing description of a preferred embodiment, aforementioned and/or other purpose of the present invention, feature and advantage will become more obvious from following, and same numbers is used to illustrate similar elements in the accompanying drawings, wherein:
Fig. 1 is the view that schematically shows the structure of throttle system according to an illustrative embodiment of the invention;
Fig. 2 is the chart that the zone that the internal-combustion engine rotational speed value and the engine torque that throttle inflow noise occur and detect when beginning to open closure limited is shown;
Fig. 3 is the chart of the relation between the throttle opening when being illustrated in the internal-combustion engine rotational speed that detects when beginning to open throttle body and throttle inflow noise occurring when throttle body just is unlocked;
Fig. 4 illustrates a flow chart that is used to determine whether carry out an exemplary process of throttle ramp rate restriction;
Fig. 5 is the flow chart that an exemplary process that is used to limit throttle ramp rate (that is throttle ramp rate restriction) is shown; And
Fig. 6 is the sequential chart of an example that the operation of the air throttle control system that is used to illustrate this exemplary embodiment is shown.
Embodiment
Below, describe the throttle system that is used for internal-combustion engine according to an illustrative embodiment of the invention with reference to the accompanying drawings.
Fig. 1 is the diagrammatic sketch of structure that schematically shows the throttle system of this exemplary embodiment.With reference to Fig. 1, throttle system is provided with the closure 10 that is provided with along the inlet air pathway of internal-combustion engine.Pass through throttle body 11, surge tank (surge tank) and the intake manifold (both are all not shown in the back) of closure 10 via the air of unshowned air conduit suction inlet air pathway, and finally introduce each firing chamber.
Except that throttle body 11, closure 10 also comprises throttle motor 12 and throttle sensor 13.The axle of throttle body 11 connects with throttle motor 12, and throttle sensor 13 is located near the same axle.
Throttle motor 12 drives throttle body 11 and changes its aperture (will be called " throttle opening ").More specifically, the aperture of throttle body 11 is changed to adjust the sectional area of inlet air pathway, changes the flow that flows through air wherein thus.That is to say, change the air mass flow that is supplied to this internal-combustion engine like this.Throttle sensor 13 is measured the aperture (throttle) of throttle body 11.
Throttle system comprises the ECU (electronic control unit) 14 of the operation of controlling closure 10.ECU14 comprises the CPU that carries out various programs in order to control closure 10, the storage that stores these programs, each is to outer member output or receive the input and output communication mouth of various signals from outer member.
In this exemplary embodiment, except that throttle sensor 13, throttle system also comprises various other sensors, for example, the engine speed sensor 15 and being used to that is used to detect the rotating speed (internal-combustion engine rotational speed NE) of this internal-combustion engine detects the accelerator sensor 17 of the amount (accelerator operation amount ACCP) that accelerator 16 persons of being operated operate.These sensors all are connected with the input communication mouth of above-mentioned ECU14, so that ECU14 is from they received signals.On the other hand, the output communication mouth of ECU14 is connected with throttle motor 12, so that ECU14 control closure 10.
When work, ECU14 is based on calculating target throttle valve θ via the internal-combustion engine rotational speed NE of engine speed sensor 15 detections and the accelerator operation amount ACCP that detects via accelerator sensor 17.Then, ECU14 controls throttle motor 12, makes actual throttle consistent with the target throttle valve θ that calculates.In this exemplary embodiment, when throttle body 11 full cut-offs, throttle (that is, the corner of the throttle plate pin of throttle body 11) is 0 degree, and throttle is along with throttle body 11 rotates and increases from this operating position.
The present inventor carried out one with change the relevant research of throttle inflow noise that throttle opening caused, unless they find to satisfy some other conditions simultaneously, otherwise when throttle opening changes rapidly throttle inflow noise does not always appear.More specifically, open rapidly unless be lower than under the situation that a regulation rotating speed (internal-combustion engine rotational speed NE1) (condition A) and engine torque (engine torque TR) be lower than a regulation torque TR1 (condition B) throttle body 11, otherwise throttle inflow noise can not occur at internal-combustion engine rotational speed (internal-combustion engine rotational speed NE).
Fig. 2 is the chart that the appearance zone of the throttle inflow noise that has confirmed in research process is shown, and internal-combustion engine rotational speed NE and engine torque TR that this zone is detected when beginning to open throttle body 11 limit.In Fig. 2, the maximum value of the engine torque TR that curve WOT representative is relevant with internal-combustion engine rotational speed NE.
As conspicuous from chart, whether throttle inflow noise occurs depending on internal-combustion engine rotational speed NE when beginning to open throttle body 11 and the value of engine torque TR on a large scale.That is to say that unless closure is opened rapidly and above condition A, B is that internal-combustion engine rotational speed NE is lower than NE1 and engine torque TR and is lower than TR1 and satisfies, otherwise throttle inflow noise can not occur.
For example, the value of the engine torque TR that produces under the specific engine rotating speed function that can be used as throttle draws.Therefore, in this case, above-mentioned condition B can be revised as " throttle is less than predetermined aperture θ 1 " (condition B ').
Under the internal-combustion engine situation that in this exemplary embodiment, is adopted, according to result of study, when being lower than the internal-combustion engine rotational speed of 3000rpm (NE) and when down throttle body 11 is opened rapidly, throttle inflow noise occurring less than the throttle openings (θ) of 9 degree.
Fig. 3 is the chart of the relation between the throttle when being illustrated in when beginning to open throttle body 11 the internal-combustion engine rotational speed NE that detects and throttle inflow noise occurring when throttle body 11 is just being opened.In this chart, block curve representative the throttle of throttle inflow noise occurs when throttle body 11 when full close position is opened, and the dashed curve representative when throttle body 11 be the throttle that occurs throttle inflow noise when being in rapid unlatching under the situation of its CLV ceiling limit value in the scope that causes throttle inflow noise in engine torque (TR).
With reference to Fig. 3, unless throttle is positioned at particular range, even otherwise at above-mentioned condition A, throttle body 11 is opened under the situation that B all satisfies, and also the closure noise can not occur.That is to say that throttle inflow noise is only just occurring when lower limit aperture θ a changes to the scope of CLV ceiling limit value θ b when throttle, the scope of this throttle will be called " noise range " subsequently.In this exemplary embodiment, lower limit aperture θ a is 20 degree, and upper limit angle b is 30 degree.
As mentioned above, throttle inflow noise only just occurs under these specified conditions.Therefore, even the unlatching speed of throttle body 11 is restricted to the only limiting value when those conditions satisfy, also abundant noise-decreasing.By this strict restriction of throttle ramp rate, can avoid otherwise can be because the deterioration of the controllability of the internal-combustion engine output power that unnecessarily limits throttle ramp rate and caused.
Therefore, for avoiding this unnecessary restriction of throttle ramp rate, ECU14 is as described below to judge whether carry out the throttle ramp rate restriction.Below, carry out the control that is restricted to below the certain limit with unlatching speed ω by ECU14 and will be called " throttle ramp rate restriction " throttle body 11.At first, ECU14 decision condition a, whether b is satisfied.The internal-combustion engine rotational speed NE that condition a requires to detect when beginning to open throttle body 11 is less than the regulation internal-combustion engine rotational speed NE1 that for example is set to 3000rpm.The throttle that condition b requires to detect when beginning to open throttle body 11 is less than the regulation aperture θ 1 that for example is set to 9 degree.If arbitrary condition does not satisfy, ECU14 just forbids the throttle ramp rate restriction.
In addition, ECU14 judges also whether accelerator 16 operated modes require throttle body 11 to open rapidly.At this moment, ECU14 is with reference to the variation of accelerator operation amount ACCP.By this judgement, it knows whether throttle body 11 is required rapid unlatching.If not, ECU14 just forbids the throttle ramp rate restriction.
In this exemplary embodiment, ECU14 is by appreciation condition c, and d judges whether throttle body 11 is required rapid unlatching.Condition c requires target throttle angle of release Δ θ t to be higher than a regulation aperture Δ θ 1, and condition d requires target throttle unlatching speed ω t to be higher than a schedule speed ω 1.Target throttle angle of release Δ θ t is that throttle body 11 is required the aperture of opening, and this aperture is determined based on accelerator 16 operated modes.Equally, it is that throttle body 11 is required the speed of opening that target throttle is opened speed ω t, and this speed is also determined based on the same manner.Accelerator 16 operated modes can limit by increase or the increment rate of for example accelerator operation amount ACCP, and will be called " accelerator operation manner " in due course.
As previously mentioned, if the throttle that detects when beginning to open throttle body 11 is lower than a regulation aperture θ 1 (condition b), ECU14 does not carry out the throttle ramp rate restriction.Therewith together, when appreciation condition c, ECU14 judges whether target throttle valve θ t is higher than a regulation throttle 2 (=θ 1+ Δ θ 1).
Yet, unless throttle opening is positioned at above-mentioned noise range (θ a＜θ＜θ b), even otherwise the full up foot of above-mentioned condition, ECU14 does not carry out the throttle ramp rate restriction yet, promptly will not open speed ω and be restricted to a restriction unlatching speed ω 2.That is to say, if throttle beyond noise range, no matter ECU14 only opens throttle body 11 with the speed that accelerator operation manner requires, and condition a, b, whether c, d full up foot.Restriction is opened speed ω 2 and preferably is set in throttle inflow noise can be reduced to the scope of degree of admission big as much as possible.
The flow chart of Fig. 4 illustrates by ECU14 and carries out the exemplary process of whether carrying out the throttle ramp rate restriction to judge.ECU14 is with predetermined time interval repetition this program as subroutine.
With reference to Fig. 4, ECU14 at first judges that at step S100 whether target throttle valve θ t is greater than current throttle.This step judges whether throttle body 11 is required to open now.
If for not, if promptly require to close or keep throttle body 11, ECU14 is just in the control of step S140 continuation execution normal throttle, so that current throttle will be kept as needed or lower among the step S100.In this normal throttle control, ECU14 is only according to accelerator operation manner control throttle.
If among the step S100 for being, if promptly require to open throttle body 11 now, ECU14 with regard to execution in step S110-S130 checking each condition a, b, c, whether d satisfies.Here, whether step S110 judgement internal-combustion engine rotational speed NE is lower than a regulation rotational speed N E1, and (condition a), step S120 judges whether throttle is lower than a regulation aperture θ 1 (condition b), and step S130 judges that target that whether target throttle valve θ t is higher than a regulation aperture θ 2 (condition c) and throttle body 11 opens speed ω t and whether be higher than a schedule speed ω 1 (condition d).
If each in the above-mentioned condition do not satisfy, ECU14 just advances to step S140 to continue to carry out normal throttle control.On the contrary, when condition all satisfied, ECU14 just advanced to the throttle ramp rate restriction of step S150 to carry out as will describe subsequently.
The flow chart of Fig. 5 illustrates an exemplary process of throttle ramp rate restriction.With reference to Fig. 5, ECU14 at first judges that at step S200 the current throttle that detects via throttle sensor 13 is whether in noise range (θ a＜θ＜θ b).If for being, ECU14 just judges that target throttle opens speed ω t and whether be higher than restriction and open speed ω 2.
If ECU14 is judged to be "No" in above arbitrary step, it just advances to step S230 and throttle ramp rate ω is set at requirement opens speed ω t.On the contrary, if ECU14 is judged to be "Yes" in two steps, it just advances to step S220 and throttle ramp rate ω is set at restriction opens speed ω 2.
After setting throttle ramp rate ω as mentioned above, the temporary transient termination routine of ECU14 also drives throttle motor 12, and throttle body 11 is opened with the throttle ramp rate ω that sets thus.
Fig. 6 is the sequential chart of example that the operation of the air throttle control system that is used to be illustrated more clearly in this exemplary embodiment is shown.In this example, at first at time t1 operation accelerator 16, require throttle body 11 to open thus.
This example is lower than the time t1 that a regulation rotational speed N E1 (condition a satisfy) and throttle are lower than a regulation aperture θ 1 (condition b satisfies) from internal-combustion engine rotational speed NE.At first, according to satisfying above-mentioned condition c, the mode of d is at time t1 operation accelerator 16.
Subsequently, throttle is in response to increasing at time t2 since time t1 operation accelerator 16.At this moment, throttle is with the rate variation corresponding to accelerator operation manner.
Then, in response to the lower limit of throttle in time t3 arrival noise range, throttle ramp rate ω is restricted to restriction and opens speed ω 2.This restriction of throttle ramp rate ω lasts till that throttle surpasses the upper limit of noise range at time t4.
At time t4, throttle ramp rate ω increases with the speed corresponding to accelerator operation manner once more, keeps the throttle ramp rate ω of increase like this, arrives target throttle valve θ t until throttle at time t5.
The advantage that above-mentioned throttle system obtains is below described:
(1) owing to when internal-combustion engine rotational speed NE is higher than a regulation rotational speed N E1, forbid limiting throttle ramp rate ω, can when can not occurring, throttle inflow noise unnecessarily not limit throttle ramp rate ω.Therefore, can advantageously avoid throttle inflow noise, make the deterioration of the controllability of internal-combustion engine output power reduce to minimum simultaneously.
(2) owing to only be lower than a regulation rotational speed N E1 and throttle (promptly less than regulation aperture θ 1 at internal-combustion engine rotational speed NE, engine torque TR is little) time carry out the restriction of throttle ramp rate ω, this has strengthened the advantage of being avoided unnecessary restriction throttle ramp rate.
(3) also open speed ω and be lower than and forbid limiting throttle ramp rate ω when a regulation is opened speed ω 1 requiring closure angle of release Δ θ to be lower than a regulation aperture Δ θ 1 and target throttle.Like this, avoid restriction throttle ramp rate ω when throttle body 11 will slowly be opened and not have thus or almost not have throttle inflow noise to occur.This has further strengthened the effect of being avoided unnecessary restriction throttle ramp rate.
(4) in other words, unless throttle changes, otherwise also forbid limiting throttle ramp rate in noise range (θ a＜θ＜θ b).This has further strengthened the effect of being avoided unnecessary restriction throttle ramp rate.
Below, the modified example that some can be made the throttle system of above-mentioned exemplary embodiment is described.
(a) although ECU14 makes the judgement relevant with engine torque TR by the reference throttle in the step S120 of Fig. 4, ECU14 also can be with reference to other parameter relevant with engine torque TR.
(b) although ECU14 decisions making based on requiring closure angle of release Δ θ and target throttle to open speed ω t in the step S130 of Fig. 4, it also can adopt other parameter, whether is required rapid unlatching as long as can suitably judge throttle body 11.For example, increasing amount or the Magnification of accelerator operation amount ACCP or target throttle valve θ t can be used as this parameter.
(c) although ECU14 only just carries out the restriction of throttle ramp rate when throttle changes in noise range in program shown in Figure 5, also can adopt other to be used to carry out the condition of restriction.That is to say, if according to utilizing the definite specified conditions such as internal-combustion engine rotational speed NE that when beginning to open throttle body 11, detect to limit the execution of throttle ramp rate, also but reduce throttle inflow noise is avoided unnecessary restriction throttle ramp rate simultaneously.
(d) ECU14 can skip over the step S130 of Fig. 4.Even in this case, owing to forbid the throttle ramp rate restriction according to internal-combustion engine rotational speed NE and throttle as mentioned above, so still can advantageously avoid the unnecessary restriction of throttle ramp rate.
(e) ECU14 can skip over the step S120 of Fig. 4.Even in this case, owing to forbid the throttle ramp rate restriction according to internal-combustion engine rotational speed NE and rapid necessity of opening throttle body 11, so still can advantageously avoid the unnecessary restriction of throttle ramp rate.
(f) ECU14 can skip over above-mentioned two steps.Even in this case, owing to forbid the throttle ramp rate restriction according to internal-combustion engine rotational speed NE, so still can advantageously avoid the unnecessary restriction of throttle ramp rate.
(g) ECU14 can skip over whole procedure shown in Figure 4, and only carries out program shown in Figure 5.Even in this case, because unless throttle is in noise range otherwise forbid throttle ramp rate restriction, but so reduce throttle inflow noise still, the unnecessarily restriction throttle ramp rate of avoiding causing the controllability of internal-combustion engine output power to worsen simultaneously.
Although with reference to the preferred embodiments of the present invention it is illustrated, be understood that the present invention is not limited to the preferred embodiment or structure.On the contrary, the present invention is intended to cover various distortion and the equivalent arrangements except that above-mentioned.In addition, although in exemplary various combination and structure, the various parts of preferred embodiment have been shown, comprise that other combinations more, still less or only single parts and structure are equally in essence of the present invention and scope.
Claims (18)
1. throttle system that is used for internal-combustion engine, it comprises closure (10), by operator operation accelerating unit (16) with the internal-combustion engine output power of adjusting described internal-combustion engine, be used to control described closure (10) so that its air throttle control device (14) of opening according to the operated mode of described accelerating unit (16), described air throttle control device (14) is suitable for carrying out the throttle ramp rate that described closure (10) is unlocked and is restricted to a throttle ramp rate restriction that limits below the unlatching speed under specified criteria, described throttle system is characterised in that:
Be provided with the internal-combustion engine rotational speed detection device (15) of the internal-combustion engine rotational speed that is used to detect described internal-combustion engine; And
Described air throttle control device (10) is forbidden described throttle ramp rate restriction if the internal-combustion engine rotational speed that also is suitable for being detected by described internal-combustion engine rotational speed detection device (15) when beginning to open described closure (10) is higher than a regulation internal-combustion engine rotational speed.
2. throttle system according to claim 1 is characterized in that:
Be provided with the engine torque detection device (13) of the engine torque that is used to detect described internal-combustion engine; And
Described air throttle control device (14) is forbidden described throttle ramp rate restriction if the engine torque that also is suitable for being detected by described engine torque detection device (13) when beginning to open described closure (10) is higher than a regulation engine torque.
3. throttle system according to claim 1 is characterized in that:
Be provided with the closure open amount detection device (13) of the open amount that is used to detect described closure;
The open amount of the described closure (10) that described air throttle control device (14) if also be suitable for when beginning to open described closure (10) is detected by described closure open amount detection device (13) is higher than a regulation open amount then forbids described throttle ramp rate restriction.
4. according to each described throttle system among the claim 1-3, it is characterized in that:
Described air throttle control device (14) also is suitable for:
Judge based on the operated mode of described accelerating unit (16) whether described closure (10) is required rapid unlatching; And
, forbids described closure (10) described throttle ramp rate restriction if not being required rapid unlatching.
5. according to each described throttle system among the claim 1-3, it is characterized in that:
Described air throttle control device (14) also is suitable for:
Judge that based on the operated mode of described accelerating unit (16) described closure (10) is required that the target throttle open amount opened and described closure (10) are required that the target throttle of opening opens speed; And
If, then forbid described throttle ramp rate restriction if described target throttle open amount is lower than a regulation closure open amount or described target throttle unlatching speed is lower than regulation unlatching speed.
6. according to each described throttle system among the claim 1-3, it is characterized in that:
Described air throttle control device (14) also is suitable for:
Whether the open amount of judging described closure (10) changes in its prespecified range; And
, forbids described open amount described throttle ramp rate restriction if not changing in described prespecified range.
7. throttle system according to claim 6 is characterized in that:
Described prespecified range is the scope of described closure when just opening.
8. throttle system according to claim 7 is characterized in that, described prespecified range changes to the second predetermined open amount greater than this first predetermined open amount from the first predetermined open amount greater than zero.
9. throttle system according to claim 7 is characterized in that, the lower limit angle of described prespecified range is 20 degree, and the upper limit angle of described prespecified range is 30 degree.
10. method that is used for the closure (10) of controlling combustion engine, it comprises:
Under specified criteria, carry out the throttle ramp rate that described closure (10) is unlocked and be restricted to a throttle ramp rate restriction that limits below the unlatching speed; And
, forbids the internal-combustion engine rotational speed of the described internal-combustion engine that detects described throttle ramp rate restriction if being higher than a regulation internal-combustion engine rotational speed when beginning to open described closure (10).
11. method according to claim 10 is characterized in that, it also comprises:
, the engine torque of the described internal-combustion engine that detects forbids described throttle ramp rate restriction if being higher than a regulation engine torque when beginning to open described closure (10).
12. method according to claim 10 is characterized in that, it also comprises:
, forbids the open amount of the described closure (10) that detects described throttle ramp rate restriction if being higher than a regulation open amount when beginning to open described closure (10).
13., it is characterized in that it also comprises according to each described method among the claim 10-12:
, forbids described closure (10) described throttle ramp rate restriction if not being required rapid unlatching.
14., it is characterized in that it also comprises according to each described method among the claim 10-12:
Determine that described closure (10) is required that the target throttle open amount opened and described closure (10) are required that the target throttle of opening opens speed; And
If, then forbid described throttle ramp rate restriction if described target throttle open amount is lower than a regulation closure open amount or described target throttle unlatching speed is lower than regulation unlatching speed.
15., it is characterized in that it also comprises according to each described method among the claim 10-12:
, forbids the open amount of described closure described throttle ramp rate restriction if not changing in its prespecified range.
16. method according to claim 15 is characterized in that:
Described prespecified range is the scope of described closure when just opening.
17. method according to claim 16 is characterized in that, described prespecified range changes to the second predetermined open amount greater than this first predetermined open amount from the first predetermined open amount greater than zero.
18. method according to claim 16 is characterized in that, the lower limit angle of described prespecified range is 20 degree, and the upper limit angle of described prespecified range is 30 degree.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2003105171A JP4446676B2 (en) | 2003-04-09 | 2003-04-09 | Throttle control device for internal combustion engine |
| JP105171/2003 | 2003-04-09 | ||
| PCT/IB2004/001100 WO2004090308A1 (en) | 2003-04-09 | 2004-04-08 | Throttle control in internal combustion engine for noise reduction |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1761807A CN1761807A (en) | 2006-04-19 |
| CN1761807B true CN1761807B (en) | 2010-04-07 |
Family
ID=33156872
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN200480007503.6A Expired - Fee Related CN1761807B (en) | 2003-04-09 | 2004-04-08 | Throttle system used in internal combustion engine and method for controlling the throttle in internal combustion engine |
Country Status (6)
| Country | Link |
|---|---|
| US (1) | US7191757B2 (en) |
| EP (1) | EP1611332B1 (en) |
| JP (1) | JP4446676B2 (en) |
| CN (1) | CN1761807B (en) |
| DE (1) | DE602004005172T2 (en) |
| WO (1) | WO2004090308A1 (en) |
Families Citing this family (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2887925B1 (en) * | 2005-07-04 | 2007-08-10 | Renault Sport Technologies Soc | METHOD FOR OPENING CONTROL OF A PAPILLON HOUSING |
| FR2910058B1 (en) * | 2006-12-14 | 2011-03-04 | Renault Sas | METHOD FOR LIMITING AIR INTAKE NOISE PRODUCED AT THE END OF REGENERATION OF THE EXHAUST GAS POST-TREATMENT SYSTEM |
| CN101408133B (en) * | 2007-10-09 | 2010-10-06 | 比亚迪股份有限公司 | Control method of engine electric air throttle |
| DE602008001298D1 (en) | 2007-10-30 | 2010-07-01 | Honda Motor Co Ltd | Throttle valve control system for an internal combustion engine |
| JP4960836B2 (en) * | 2007-11-07 | 2012-06-27 | 株式会社ケーヒン | Control device for internal combustion engine |
| JP5530226B2 (en) * | 2010-03-09 | 2014-06-25 | ヤンマー株式会社 | Engine exhaust gas treatment system |
| CN102852655A (en) * | 2011-10-17 | 2013-01-02 | 南通天华和睿科技创业有限公司 | Electronic accelerator for fuel engine |
| US9341150B2 (en) * | 2012-11-06 | 2016-05-17 | GM Global Technology Operations LLC | Throttle control systems and methods for reducing induction noise |
| KR101575536B1 (en) * | 2014-10-21 | 2015-12-07 | 현대자동차주식회사 | Method for controlling air control valve in diesel hybrid vehicle |
| CN110410221A (en) * | 2018-04-26 | 2019-11-05 | 陕西汽车集团有限责任公司 | The control method and device of vehicle accelerator slope |
| JP2020185960A (en) * | 2019-05-17 | 2020-11-19 | トヨタ自動車株式会社 | Hybrid vehicle and method for controlling hybrid vehicle |
| JP2020194045A (en) * | 2019-05-27 | 2020-12-03 | コニカミノルタ株式会社 | Image forming apparatus |
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| DE4205266C1 (en) * | 1992-02-21 | 1993-04-01 | Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De | Controlling intake line cross=section in fuel injection engine - taking operating parameters into account, reading them from identification field memory, which has been established in tests |
| JP2001234758A (en) * | 2000-02-24 | 2001-08-31 | Toyota Motor Corp | Throttle valve control device |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59158347A (en) | 1983-02-28 | 1984-09-07 | Hino Motors Ltd | Noise reduction device in diesel engine |
| JP2784871B2 (en) * | 1993-04-13 | 1998-08-06 | 株式会社ユニシアジェックス | Control valve control device |
| JP2001098958A (en) | 1999-10-01 | 2001-04-10 | Aisan Ind Co Ltd | Throttle valve device and control method thereof |
| US6439540B1 (en) | 2000-10-31 | 2002-08-27 | Pratt & Whitney Canada Corp. | Butterfly valve noise suppressor |
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2003
- 2003-04-09 JP JP2003105171A patent/JP4446676B2/en not_active Expired - Fee Related
-
2004
- 2004-04-08 US US10/542,645 patent/US7191757B2/en not_active Expired - Lifetime
- 2004-04-08 WO PCT/IB2004/001100 patent/WO2004090308A1/en active IP Right Grant
- 2004-04-08 DE DE602004005172T patent/DE602004005172T2/en not_active Expired - Lifetime
- 2004-04-08 EP EP04726582A patent/EP1611332B1/en not_active Expired - Lifetime
- 2004-04-08 CN CN200480007503.6A patent/CN1761807B/en not_active Expired - Fee Related
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4205266C1 (en) * | 1992-02-21 | 1993-04-01 | Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De | Controlling intake line cross=section in fuel injection engine - taking operating parameters into account, reading them from identification field memory, which has been established in tests |
| JP2001234758A (en) * | 2000-02-24 | 2001-08-31 | Toyota Motor Corp | Throttle valve control device |
Also Published As
| Publication number | Publication date |
|---|---|
| JP4446676B2 (en) | 2010-04-07 |
| JP2004308600A (en) | 2004-11-04 |
| DE602004005172T2 (en) | 2007-11-15 |
| DE602004005172D1 (en) | 2007-04-19 |
| US20060130810A1 (en) | 2006-06-22 |
| CN1761807A (en) | 2006-04-19 |
| WO2004090308A1 (en) | 2004-10-21 |
| EP1611332B1 (en) | 2007-03-07 |
| US7191757B2 (en) | 2007-03-20 |
| EP1611332A1 (en) | 2006-01-04 |
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